Historical Development Passenger Coaches

First generations coaches - Fully from Timber - Serious consequences in accidents 1948- 50 Hindustan Air Crafts Ldt Banglore started Steel bodied coaches 1955 ICF Was Set - Collaboration with Swiss Car & Elevator Manufacturing Corporation, Zuric, Switzerland for integral design.
Fabricated bogie Coil primary springs Laminated secondary springs Speed potential of 96 km/h

Historical Development Passenger Coaches

Length of bolster hanger increased to 410 mm in place of 286 mm Secondary suspension modified to Coil springs Side bearers to transfer body weight in place of centre pivot 16t bogie for AC coaches Adoption of Air brakes Bogie mounted air brake system Composition brake blocks in place of Cast Iron

Historical Development Passenger Coaches

RCF set up at Kapurthala to make coaches to ICF design Variants developed like:
AC self-generating and End-on-generating MG versions 2-tier AC, AC chair cars, 3-tier AC

ICF coach - Speed Upgradation

Speed Year Remarks 96 1955 Original design of Schlieren 105 1965 All coil spring, weight transfer through side bearer 120 1969 Improved track standards to C&M 1(Vol 1) 130 1971 Trials - Introduction of Rajdhani 140 1988 Trials - Introduction of Shatabdi

Design Objectives
Corrosion Control Weight Reduction Increase in speed potential Increased Payload Increased train length Passenger amenity Safety and Maintainability

SALIENT FEATURES- ICF COACHES

ALL METAL ALL WELDED INTEGRAL DESIGN, SKIN STRESSED LIGHT WEIGHT ANTI TELESCOPIC BETTER BOGIE DESIGN ANTI-TELESCOPIC REDUCED WHEEL DIA REDUCED FIRE HAZARD BETTER INTERIOR STANDARDISATION

Construction of ICF Coach

Coach
Shell - Coach Body Running Gear
Bogie Braking

Furnishing Train Lighting & Air conditioning

Design & construction

Static tubes- formed of - side wall - Under frame - Roof - similar to hollow tube Bracing to the tube by a series of hoops made of
Side Pillars Carlines Floor cross bearers

Hoop rings are connected together by sole bar, waist rails, cant rail, and stiffeners longitudinally

Design & Construction - ICF shell

Anti telescopic - end wall box structure to absorb major portion of the collision energy destructive tubular structure is added between Trough floor and head stock to have a comp. Weaker section. Trough floor made of corrugated sheet to absorb a large portion of buffing forces

BASIC ASSUMPTIONS OF INTEGRAL SHELL

TARE & PAY LOAD ARE EQUQLLY DISTRIBUTED OVER THE BODY SHELL WEIGHT OF THE SHELL IS DISTRIBUTED OVER THE ENTIRE PHERIPHERY OF THE SHELL WT OF THE EXTRA FLOORING & PAYLOAD IS CARRIED BY THE FLOOR & LOWER PORTION OF THE SIDE WALL HORIZONTAL SQUEEZ LOAD AT THE BUFFER CENTRE LINE TAKEN BY THE TROUGH FLOOR & SIDE LONGTUDINAL

SHELL TREATED AS THIN WALLED HOLLOW GIRDER.

Advantages of Integral Design

Ability to withstand higher dynamic force, hence greater safety in an accident Weight 20 % less than ordinary steel shell & 25 % less than timber coach, hence less operating cost Superior Resistance against torsion & Bending stress Extra-ordinary compression rigidity less fire hazard more amenable to mass production

Design Characteristics- coach Body

Adequate resistance to Horizontal Shearing forces Connection between SW & UF End Wall to Absorbs to collision energy before any other part of coach body are deformed. No resonance Under all loading conditions -

INTERNATIONAL STANDARD FOR LOADS FOR COACHES UIC - 566

The coach body load should with stand the following test loads without permanent deformation and without exceeding the permitted stress: A - STATIC COMPRESSIVE LOEDS At buffer level 200 t Diagonally at buffer level 50 t At 350 mm above buffer level 40 t At centre Rail 30 t At cant rail 30 t

INTERNATIONAL STANDARD FOR LOADS FOR COACHES

B. uniformly distributed load P =k ( P1 + P2 ) where k = 1.3 ( a coefficient of Dynamic augment) P1 = wt of body in tare condition P2 = 2 X no of seats x 80 kg

Crashworthiness Crashworthiness
Crashworthiness of rail coach body is its characteristic to absorb the collision energy in controlled and predictable manner such that maximum safety is imparted to traveling passengers

Crashworthiness- ICF SHELL

Anti-telescopic shell of Schileren design Energy absorption capacity of 10 kJ per side buffer
Squeeze load up to 102t at each side-buffer level Vertical load of 2.165t per meter run, uniformly distributed Squeeze load of 60t at height of 305 mm above buffer center line Horizontal load of 31t uniformly distributed over entire over end wall

Crashworthiness- ICF SHELL

At reaction of 203 t 10 g acceleration developed

Higher acceleration > more injury to passenger

Design to aim for controlled Deformation keeping force below 2000 kN

CrashworthinessImprovement & Design Considerations

CBC coupler with tight lock & anti climbing features Energy absorption capacity 30 KJ in LHB, now being increased to 45 KJ 45 KJ provide protection for impact speeds up to 9.5 Kmh Stainless shell shell for better energy absorption capability.

CrashworthinessImprovement & Design Considerations

Design Considerations:
 Managing collision energy  Collapse & occupants zones  Buckle imitators  Anticlimbing  Train Impact Simulationn